Narrative:

Compressor stall on #2 engine (B727-200) on initial application of takeoff power. Wind 60 degrees off axis at 15 KTS (330 degrees, 15 KTS). Heard loud bang or thump and felt hesitation of aircraft. Captain brought throttles to idle and requested cancellation of takeoff clearance. Autopack trip had occurred and flight engineer reset automatic pack trip system. Captain pushed up each throttle individually to identify cause of problem. #2 engine compressor stalled again, thus identing problem. Captain requested and was granted takeoff clearance. Throttles #1 and #3 were advanced to gain ground speed, then #2 throttle advanced smoothly to takeoff EPR. Flight engineer expressed surprise that takeoff was being initiated and was told #2 engine compressor stalls are not unusual with a crosswind. Captain seemed preoccupied with problem as he missed 2 DME turnout by 1 mi. Flight to bdl was uneventful. Ground inspection of #2 engine at bdl by mechanic revealed no significant problems. No logbook entry was made. Flew 3 other legs that night. On following night, similar occurrence occurred, only #2 engine compressor stall not as significant (loud, etc) as previous night. No procedure in aom for action to be taken in this instance. (Compressor stall on application of takeoff power.) analysis: air carrier flies in support of contract with united states government. There are substantial penalties (financial) and therefore great pressure on the captain to get to destination on time. CRM on initial compressor stall was poor as neither first officer nor flight engineer were asked their opinion of continuing takeoff. Having mechanic check #2 engine at destination indicates dubious feeling of #2 engine integrity. Bottom line: pressure to get to destination on time led to unsafe decision, in opinion of flight engineer.

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Original NASA ASRS Text

Title: B727-200 TKOF ABORTED DUE TO COMPRESSOR STALL. NO COMPRESSOR STALL ON SECOND TKOF ATTEMPT.

Narrative: COMPRESSOR STALL ON #2 ENG (B727-200) ON INITIAL APPLICATION OF TKOF PWR. WIND 60 DEGS OFF AXIS AT 15 KTS (330 DEGS, 15 KTS). HEARD LOUD BANG OR THUMP AND FELT HESITATION OF ACFT. CAPT BROUGHT THROTTLES TO IDLE AND REQUESTED CANCELLATION OF TKOF CLRNC. AUTOPACK TRIP HAD OCCURRED AND FE RESET AUTO PACK TRIP SYS. CAPT PUSHED UP EACH THROTTLE INDIVIDUALLY TO IDENT CAUSE OF PROB. #2 ENG COMPRESSOR STALLED AGAIN, THUS IDENTING PROB. CAPT REQUESTED AND WAS GRANTED TKOF CLRNC. THROTTLES #1 AND #3 WERE ADVANCED TO GAIN GND SPD, THEN #2 THROTTLE ADVANCED SMOOTHLY TO TKOF EPR. FE EXPRESSED SURPRISE THAT TKOF WAS BEING INITIATED AND WAS TOLD #2 ENG COMPRESSOR STALLS ARE NOT UNUSUAL WITH A XWIND. CAPT SEEMED PREOCCUPIED WITH PROB AS HE MISSED 2 DME TURNOUT BY 1 MI. FLT TO BDL WAS UNEVENTFUL. GND INSPECTION OF #2 ENG AT BDL BY MECH REVEALED NO SIGNIFICANT PROBS. NO LOGBOOK ENTRY WAS MADE. FLEW 3 OTHER LEGS THAT NIGHT. ON FOLLOWING NIGHT, SIMILAR OCCURRENCE OCCURRED, ONLY #2 ENG COMPRESSOR STALL NOT AS SIGNIFICANT (LOUD, ETC) AS PREVIOUS NIGHT. NO PROC IN AOM FOR ACTION TO BE TAKEN IN THIS INSTANCE. (COMPRESSOR STALL ON APPLICATION OF TKOF PWR.) ANALYSIS: ACR FLIES IN SUPPORT OF CONTRACT WITH UNITED STATES GOV. THERE ARE SUBSTANTIAL PENALTIES (FINANCIAL) AND THEREFORE GREAT PRESSURE ON THE CAPT TO GET TO DEST ON TIME. CRM ON INITIAL COMPRESSOR STALL WAS POOR AS NEITHER FO NOR FE WERE ASKED THEIR OPINION OF CONTINUING TKOF. HAVING MECH CHK #2 ENG AT DEST INDICATES DUBIOUS FEELING OF #2 ENG INTEGRITY. BOTTOM LINE: PRESSURE TO GET TO DEST ON TIME LED TO UNSAFE DECISION, IN OPINION OF FE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.